EP0438429A1 - Procede et dispositif pour detecter des rates d'allumage. - Google Patents

Procede et dispositif pour detecter des rates d'allumage.

Info

Publication number
EP0438429A1
EP0438429A1 EP19890910826 EP89910826A EP0438429A1 EP 0438429 A1 EP0438429 A1 EP 0438429A1 EP 19890910826 EP19890910826 EP 19890910826 EP 89910826 A EP89910826 A EP 89910826A EP 0438429 A1 EP0438429 A1 EP 0438429A1
Authority
EP
European Patent Office
Prior art keywords
exhaust gas
signal
gas pressure
value
ignition
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP19890910826
Other languages
German (de)
English (en)
Other versions
EP0438429B1 (fr
Inventor
Heinz-Guenter Joos
Karl-Heinz Kugler
Hans Koehnle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0438429A1 publication Critical patent/EP0438429A1/fr
Application granted granted Critical
Publication of EP0438429B1 publication Critical patent/EP0438429B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P11/00—Safety means for electric spark ignition, not otherwise provided for
    • F02P11/06—Indicating unsafe conditions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/04—Testing internal-combustion engines
    • G01M15/10—Testing internal-combustion engines by monitoring exhaust gases or combustion flame
    • G01M15/102—Testing internal-combustion engines by monitoring exhaust gases or combustion flame by monitoring exhaust gases
    • G01M15/106—Testing internal-combustion engines by monitoring exhaust gases or combustion flame by monitoring exhaust gases using pressure sensors
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/04—Testing internal-combustion engines
    • G01M15/11—Testing internal-combustion engines by detecting misfire

Definitions

  • the invention relates to a method and a device for detecting misfires in an internal combustion engine.
  • Misfires are conventionally determined using one of two different methods, either by measuring the pressure or by measuring light in each cylinder of the internal combustion engine. The measurements from the various cylinders are fed to a common control unit and evaluated there. Since the devices are complex, they have not previously been used in series vehicles.
  • the invention has for its object to provide a method for detecting misfires that is suitable for series production.
  • the invention is also based on the object of specifying a simply constructed device for carrying out such a method.
  • the method according to the invention is a pressure measurement method.
  • the combustion pressure in each cylinder is no longer measured, but the pressure in the exhaust tract is determined.
  • the exhaust gas pressure is measured with each ignition cycle in the method according to the invention and compared with an expected value. Is the difference between an event signal is output if the two values are greater than a predetermined difference. The frequency of these signals is determined and, when a frequency threshold is exceeded, a signal is output that indicates an error.
  • the error signal can e.g. B. can be used to switch on a warning lamp.
  • refinements of the method determine more precisely what causes the error signal, and if this is successful, a targeted error treatment measure is taken.
  • the frequency of the event signals which leads to the output of an error signal, is chosen for reasons of expediency.
  • the limit is given by the fact that the error signal is output immediately when an event signal occurs, that the frequency value with which the comparison is made is an event signal for one cycle. In most cases, however, it is cheaper to recognize an error only if within a predetermined larger number of cycles, e.g. B. within 1000 cycles, a predetermined number of event signals is exceeded, for. B. 10 event signals.
  • the first principle is that when a predetermined frequency threshold, which is, however, relatively low, is exceeded, there is an ignition fault in a single cylinder. If, on the other hand, the frequency of event signals is very high, this is either caused by a fault which affects the entire ignition system or the exhaust tract is open (ie it is still open at a point other than just at the end of the exhaust pipe or pipes) .
  • a second principle is used, namely that the time course of the exhaust gas pressure in the case , ,
  • the device according to the invention has means for executing the above-mentioned method steps. It is advantageously implemented by an appropriately programmed microprocessor.
  • FIG. 1 shows a block diagram of a device according to the invention on an internal combustion engine
  • FIG. 2 shows a flowchart to explain the sequence of a preferred method for detecting misfires.
  • the device for detecting misfires monitors an internal combustion engine 10, which is shown schematically in FIG. ner cylinder is shown.
  • the intake tract 11 and the exhaust tract 12 are each only shown as a simple pipe without the branches into the cylinders or out of the cylinders.
  • a throttle valve 13 is arranged in the intake tract 11, the position of which is detected by an arbitrarily designed angle knife 14.
  • the position of the throttle valve is a sign of the load L with which the internal combustion engine 10 is operated.
  • the load signal can also be obtained in other known ways.
  • a pressure sensor 15 is arranged in the exhaust tract 12 and outputs a pressure signal pM (p). Ah signals that are still being processed by the device for recognizing misfires are shown in FIG. 1 the crank angle cT and the speed n.
  • the associated exhaust valve arrangement opens at a very specific crank angle cT. Because of the shape of the cam, the opening is initially slow and then accelerated. Accordingly, the amount of exhaust gas discharged into the exhaust tract initially increases slowly and then faster, in order to finally decrease again. The maximum of the exhaust gas flow at the outlet location is usually already reached before the outlet valve arrangement has opened fully.
  • a time-changing pressure is assigned to the time-changing exhaust gas flow at the location of the exhaust valve arrangement. It should now be noted that the pressure and the exhaust gas spread at different speeds. This is because the pressure propagates at the speed of sound, while the exhaust gas that is expelled is passed on at a certain flow rate. The expansion of the pressure is essential for the following.
  • the pressure signal requires a time which corresponds to the product of the speed of sound and the distance between the outlet valve arrangement and the pressure sensor.
  • speed n and load L it is known relatively precisely at what rate Belwinkel cT the pressure at the exhaust valve assembly is maximum. Since it is also known what time the pressure signal needs from a respective outlet valve arrangement to the pressure sensor, it is known exactly at what times, in each case based on the crank angle mentioned above, the maximum pressure from pressure sensor 15 is present from a specific cylinder. Ideally at this point in time the measured value is to be recorded by the pressure sensor.
  • a flow angle map 16, a timer 17 and a sample / hold circuit 18 are shown in the flow chart according to FIG. 1.
  • the current values of crank angle,, speed n and load L are continuously fed to the measurement angle map 16.
  • the crank angle at which the exhaust gas pressure at the exhaust valve arrangement is at a maximum is read out of characteristic field 16.
  • a trigger signal is output to the timer 17.
  • the timer was previously set to a time period which corresponds to the above-mentioned delay time between the exhaust valve arrangement on the cylinder for which the pressure is currently being measured and the pressure sensor. When the set time has elapsed, this is the sign that the measuring time t M is reached '.
  • the sample / hold circuit 18 detects the current exhaust gas pressure pM (tM).
  • FIG. 1 the various block diagram parts according to FIG. 1 are preferably implemented by a programmed microprocessor.
  • a step s1 the exhaust gas pressure pM is recorded at the time tM. How the time tM is determined was explained above with reference to FIG. 1.
  • the expected exhaust gas pressure pK also explained in more detail above, is read out from the map 19.
  • a step s3 it is checked whether the exhaust gas pressure measured value pM is more than a predetermined difference po above the exhaust gas pressure expected value pK, ie it is checked whether the exhaust tract is blocked. If the question examined is answered in the affirmative, this corresponds to the emission of a pressure increase signal.
  • a step s4 it is then checked how often such a pressure increase signal was within a predetermined number of cycles. This is the measured frequency of HPGM.
  • a step s5 it is compared with a swelling frequency HPGS. If the target frequency is reached or exceeded, a step s6 ensures that a warning lamp lights up and a diagnostic message is stored which indicates that the exhaust tract is blocked. If, on the other hand, the threshold frequency is undershot, a step s7 follows, which is also achieved, and follows immediately after step s3 if, in step s3, the investigation question regarding the clogged exhaust tract is answered in the negative. In step s7 it is examined whether the measured exhaust gas pressure value is more than a predetermined difference ⁇ p below the expected exhaust gas pressure value pK. If the question examined is answered in the negative, the process returns to brand B.
  • step s7 If the answer to the question in step s7 is affirmative, this indicates that the measured exhaust gas pressure is unexpectedly low. This can result from the fact that the ignition has failed or that the exhaust tract is open.
  • the distinction between these cases is prepared by examining in a step s ⁇ whether a flag SP is set. Zu ⁇ next this s flag is not set because it was ken between the Mar ⁇ A and B initialized. If it is not set, a step s9 follows in which a frequency HPKM is measured. In a step s10, the measured frequency HPKM is compared with a swelling frequency HPKS.
  • step s8 If, on the other hand, it is determined in step s8 that the flag SP is set, a frequency HPKSPM is measured in a step s11 and this is compared in a subsequent step s12 with a threshold frequency HPKSPS.
  • the frequency HPKM is determined in the exemplary embodiment by monitoring how many pressure drop signals occur per 1000 cycles. This is done by first determining with a counter how many pressure drop signals occur within 100 cycles. This counter is reset every 100 cycles and the counting result is added with a tenth of its value to a total which is taken into account with 9/10. This new sum will be taken into account again the next time mii 9/10.
  • the frequency HPKM determined in this way is compared with a swelling frequency HPKS which has the value 10 at medium loads and medium speeds.
  • the other frequency values HPGM and HPKSPM which are used to determine faults that are not caused by misfiring in a single cylinder, are based on only 100 cycles in the preferred exemplary embodiment.
  • the threshold frequency HPGS for the case of unexpectedly high pressures is 50 signals per 100 cycles.
  • the threshold frequency HPKSPS is chosen so that the ratio of pressure drop signals to clock signals is somewhat higher than the ratio of one cylinder to the total number of cylinders. In the case of a four-cylinder engine, in which this ratio is 1: 4, the selected swelling frequency is 30 pressure drop signals per 100 cycles.
  • step s10 it is checked in step s10 whether the frequency HPKM reaches or exceeds the swelling frequency HPKS. If this is not the case, the process returns to mark B. If this is the case, however, the flag SP mentioned is set, whereupon the method also returns to the B label. If step s8 is then reached again, the method branches to step s11, since the flag SP is now set. In step s12 it is examined whether the frequency HPKSPM reaches or exceeds the threshold frequency HPKSPS.
  • step s10 If it is determined in step s10 that the threshold frequency HPKS has been reached or exceeded, it is not yet clear whether errors with an equally distributed frequency occurred over the last 100 cycles examined in each case, or whether the error frequency was very high in the last cycles. If the ignition in a single cylinder fails temporarily, gradually during the 1000 last strokes checked z. B. 11 pressure drop signals determined. If, on the other hand, no pressure drop signal occurred during 989 cycles, but then 11 in succession, this is a sign that the ignition of a single cylinder is not defective. These cases are distinguished using steps s11 and s12.
  • step s12 If it is determined in step s12 that the frequency HPKSPM is below the threshold frequency HPKSPS, this is the sign that only the ignition for a single cylinder is working incorrectly.
  • step s 3 a warm lamp is illuminated and an associated diagnosis is stored. Error measures are also taken.
  • the frequency of errors is not only determined jointly for all cylinders, but which evaluated the measured values for each individual cylinder. This is not a problem since, when the pressure sensor 15 is actuated, care must be taken to ensure that this occurs whenever the pressure amplitude of a pressure wave passes through one of the cylinders.
  • the Kleinschreib ⁇ measure in step s13 is to shut down the injection for 'the faulty cylinder. This is so that unburned fuel is no longer supplied to the catalytic converter. After a waiting time in step s14, the injection is also resumed for the defective cylinder, but at the same time the ignition energy for this cylinder is increased. The process then returns to mark A.
  • the injection for the faulty cylinder is switched off permanently. However, it turns out that. the error is no longer present, is switched back to normal operation after a waiting time has elapsed again. If the fault then arises again, the increased ignition closing time is permanently set. In all cases, the 'warning light remains permanently th leuch ⁇ . However, If it is found that no more error, the warning light goes out and the diagnostic message is deleted.
  • step s12 If it is found in step s12 that the frequency HPKSPM is above the threshold frequency HPKSPS, this is a sign that not only the ignition for a single cylinder is defective, but that pressure drops l. Signals which occur either very frequently occur may be caused by defects in the entire ignition system or by an open exhaust tract.
  • step s15 several exhaust gas pressure measurements are carried out in a step s15, three measurements in the exemplary embodiment.
  • the mean measurement takes place at the time tM explained with reference to FIG. 1 and step s1.
  • the first measurement takes place a predetermined time before and the second measurement takes place after a predetermined time.
  • expected pressure values DKK are determined, as they should occur if the ignition works correctly, but the exhaust tract is open.
  • the expected pressure values can again be read out from a characteristic diagram, as was explained above with reference to FIG. 1 and step s2 for the individual exhaust gas pressure expected values. In the preferred embodiment, however, the procedure is different. This is because the exhaust gas pressure measured value determined in step s15 in the middle measurement is used as the initial value. With the aid of this value, the expected values are calculated as they are expected for the first and the third measurement time. In the event of an exhaust tract fault, these pressures, based on the maximum pressure, are significantly lower than in the case of an ignition fault.
  • the measured pressure curve is compared with the expected pressure curve. In the exemplary embodiment, this is done by comparing the measured pressure profile values DVM from the first and third measurements with the associated expected values DVK. If the comparison values for both pairs of values agree within predetermined limits +/- DV, this is a sign that the ignition is defective. In this case, the warning lamp is lit in a step s18 and a diagnostic message is stored. Special error measures are not taken, since the vehicle is usually no longer functional if the ignition has largely failed. If, on the other hand, the investigation question is answered in the negative in step s17, the warning lamp is also illuminated in a step s19, but the diagnostic message is output that the exhaust tract is open at an undesired point. No error measures are taken that the only sensible measure is to close the unwanted opening - which measure cannot be carried out automatically.
  • the sensor for pressure measurement is preferably a piezoelectric sensor, that is to say one that was previously used to measure the pressure within a cylinder.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Testing Of Engines (AREA)

Abstract

Un dispositif pour détecter des ratés d'allumage dans un moteur à combustion interne présente un capteur (15) pour mesurer la pression des gaz d'échappement et un moyen (16, 17, 18) pour enregister la valeur de mesure du capteur à chaque temps. Chaque valeur de mesure de pression de gaz d'échappement est comparée avec une valeur escomptée correspondante, et il est délivré un signal d'incident lorsque les deux valeurs s'écartent de plus d'une différence donnée. Un moyen (21) pour détecter des ratés et les traiter détermine la fréquence des signaux d'incident et délivre un signal d'erreur lorsque la fréquence déterminée excède une valeur seuil. Dès l'apparition du signal d'erreur s'allume une lampe témoin. Le dispositif décrit est de conception simple, un seul capteur permettant de contrôler simultanément l'allumage dans tous les cylindres d'un moteur à combustion interne (11). Outre les ratés d'allumage, il permet de déceler également des anomalies dans le circuit des gaz d'échappement (12).
EP89910826A 1988-10-15 1989-10-04 Procede et dispositif pour detecter des rates d'allumage Expired - Lifetime EP0438429B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3835285A DE3835285A1 (de) 1988-10-15 1988-10-15 Verfahren und vorrichtung zur zuendaussetzerkennung
DE3835285 1988-10-15

Publications (2)

Publication Number Publication Date
EP0438429A1 true EP0438429A1 (fr) 1991-07-31
EP0438429B1 EP0438429B1 (fr) 1993-02-10

Family

ID=6365278

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89910826A Expired - Lifetime EP0438429B1 (fr) 1988-10-15 1989-10-04 Procede et dispositif pour detecter des rates d'allumage

Country Status (8)

Country Link
US (1) US5109825A (fr)
EP (1) EP0438429B1 (fr)
JP (1) JP2877406B2 (fr)
KR (1) KR900702210A (fr)
AU (1) AU625682B2 (fr)
BR (1) BR8907719A (fr)
DE (2) DE3835285A1 (fr)
WO (1) WO1990004093A1 (fr)

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EP2485034B1 (fr) * 2011-02-02 2015-08-05 agrogen GmbH Procédé de reconnaissance sélective de cylindre de ratés d'allumage
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US10337416B2 (en) * 2013-11-21 2019-07-02 Ford Global Technologies, Llc Methods and systems for determining engine misfire
DE102017215849B4 (de) * 2017-09-08 2019-07-18 Continental Automotive Gmbh Verfahren zur Überprüfung der Funktion eines Drucksensors im Luft-Ansaugtrakt oder Abgas-Auslasstrakt eines Verbrennungsmotors im Betrieb und Motor-Steuerungseinheit
NL2019853B1 (en) 2017-11-03 2019-05-13 Daf Trucks Nv System and method for detecting malfunctioning turbo-diesel cylinders.
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Also Published As

Publication number Publication date
WO1990004093A1 (fr) 1990-04-19
DE3835285A1 (de) 1990-04-19
BR8907719A (pt) 1991-07-30
AU625682B2 (en) 1992-07-16
JP2877406B2 (ja) 1999-03-31
DE58903548D1 (de) 1993-03-25
JPH04501157A (ja) 1992-02-27
EP0438429B1 (fr) 1993-02-10
AU4325489A (en) 1990-05-01
KR900702210A (ko) 1990-12-06
US5109825A (en) 1992-05-05

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